Vehicle and control method and device thereof

Abstract

The invention discloses a vehicle and a control method and device thereof, and relates to the technical field of vehicles. The method comprises the steps that the rotating speed of an engine crankshaft of the vehicle, the rotating speed of a first motor and the operation working condition of an engine are obtained; the rotating speed of the outer ring of the crankshaft damper is determined according to the rotating speed of the first motor and the speed relation between the crankshaft damper and the first motor; the compression angle of the spring is determined according to the rotating speed of the engine crankshaft and the rotating speed of the crankshaft damper outer ring; and controlling the engine according to the operation condition of the engine and the compression angle of the spring. According to the control method, the engine is dynamically controlled by monitoring the rotating speed of the crankshaft of the engine and the rotating speed of the first motor in real time in combination with the operation working condition, the spring compression angle is effectively reduced, spring ring combination and shock absorber damage caused by too large torque in a 48V light mixing system are avoided to a certain degree, and therefore the reliability and durability of the engine are improved, and the service life of the engine is prolonged. And the maintenance cost and the vehicle cost are reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle control method, a vehicle control device, a computer-readable storage medium, and a vehicle. Background Art

[0002] The 48V mild hybrid system incorporates a 48V lithium-ion battery system in addition to the traditional 12V battery. This 48V lithium-ion battery system is typically integrated with the engine's front-end gear train via a belt and tightly connected to the engine crankshaft via a crankshaft pulley. However, due to the significant inertia of the 48V gear train and the engine crankshaft, a spring connection must be used to minimize mutual influence between the two systems, preventing interference between them. Even so, under complex engine operating conditions, the torque transmitted between the two systems is extremely large, causing the springs in the 48V gear train to coil, resulting in excessive instantaneous torque and damage to the springs or crankshaft damper, which in turn affects the reliability and durability of the engine crankshaft. Summary of the Invention

[0003] The present application aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first purpose of the present application is to propose a vehicle control method, the vehicle including a first motor, the method comprising: obtaining the rotational speed of the vehicle's engine crankshaft, the rotational speed of the first motor and the operating condition of the engine; determining the rotational speed of the outer ring of the crankshaft damper according to the rotational speed of the first motor and the speed relationship between the crankshaft damper and the first motor; determining the compression angle of the spring according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft damper; and controlling the engine according to the operating condition of the engine and the compression angle of the spring. The control method of the present application monitors the rotational speed of the engine crankshaft and the first motor in real time, dynamically controls the engine in combination with the operating condition, effectively reduces the spring compression angle, and to a certain extent avoids spring coiling and damper damage caused by excessive torque in the 48V mild hybrid system, thereby improving the reliability and durability of the engine and reducing maintenance costs and vehicle use costs.

[0004] A second objective of the present application is to provide a vehicle control device.

[0005] The third object of this application is to provide a computer-readable storage medium.

[0006] A fourth object of the present application is to provide a vehicle.

[0007] To achieve the above-mentioned objectives, the first embodiment of the present application proposes a vehicle control method, the vehicle includes a first motor, and the method includes: obtaining the rotational speed of the vehicle's engine crankshaft, the rotational speed of the first motor and the operating condition of the engine; determining the rotational speed of the outer ring of the crankshaft damper based on the rotational speed of the first motor and the speed relationship between the crankshaft damper and the first motor; determining the compression angle of the spring based on the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft damper; and controlling the engine according to the operating condition of the engine and the compression angle of the spring.

[0008] According to one embodiment of the present application, the vehicle includes a second motor, which controls the engine according to the operating condition of the engine and the compression angle of the spring, including: when the engine is in the second motor starting engine condition and the compression angle of the spring is greater than or equal to a preset spring angle threshold, controlling the engine to stop igniting the next cylinder until the compression angle of the spring is less than the preset spring angle threshold.

[0009] According to one embodiment of the present application, the engine is controlled according to the operating conditions of the engine and the compression angle of the spring, including: when the engine is in a rapid acceleration condition and the compression angle of the spring is greater than or equal to a preset spring angle threshold, adjusting the engine ignition angle until the compression angle of the spring is less than the preset spring angle threshold.

[0010] According to one embodiment of the present application, adjusting the engine ignition angle includes: retarding the engine ignition angle by a preset integer multiple.

[0011] According to one embodiment of the present application, the compression angle of the spring is determined according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper, including: determining the compression displacement of the spring according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper; and determining the compression angle of the spring based on the ratio of the compression displacement to the installation radius of the spring.

[0012] According to one embodiment of the present application, the compression displacement of the spring is determined according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper, including: determining the rotational speed difference based on the difference between the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper; determining the angular displacement difference between the outer ring of the crankshaft vibration damper and the inner ring of the crankshaft vibration damper based on the rotational speed difference; determining the compression displacement of the spring based on the product of the average radius of the outer ring of the crankshaft vibration damper and the inner ring of the crankshaft vibration damper and the angular displacement difference.

[0013] According to one embodiment of the present application, the rotational speed of the outer ring of the crankshaft damper is determined based on the rotational speed of the first motor and the speed relationship between the crankshaft damper and the first motor, including: determining the speed ratio between the rotational speed of the first motor and the rotational speed of the crankshaft damper based on the speed relationship; determining the rotational speed of the outer ring of the crankshaft damper based on the product of the rotational speed of the first motor and the speed ratio.

[0014] To achieve the above-mentioned purpose, the second embodiment of the present application proposes a vehicle control device, which includes: an acquisition module for acquiring the speed of the vehicle's engine crankshaft, the speed of the first motor and the operating condition of the engine; a first determination module for determining the speed of the outer ring of the crankshaft damper based on the speed of the first motor and the speed relationship between the crankshaft damper and the first motor; a second determination module for determining the compression angle of the spring based on the speed of the engine crankshaft and the speed of the outer ring of the crankshaft damper; and a control module for controlling the engine according to the operating condition of the engine and the compression angle of the spring.

[0015] To achieve the above-mentioned objectives, the third embodiment of the present application proposes a computer-readable storage medium on which a vehicle control program is stored. When the vehicle control program is executed by a processor, the aforementioned vehicle control method is implemented.

[0016] To achieve the above-mentioned objectives, the fourth embodiment of the present application proposes a vehicle, including a memory, a processor, and a vehicle control program stored in the memory and runnable on the processor. When the processor executes the vehicle control program, the aforementioned vehicle control method is implemented.

[0017] According to the vehicle and its control method and device of the embodiment of the present application, the speed of the vehicle's engine crankshaft, the speed of the first motor, and the operating condition of the engine are obtained; the speed of the outer ring of the crankshaft damper is determined based on the speed of the first motor and the speed relationship between the crankshaft damper and the first motor; the compression angle of the spring is determined based on the speed of the engine crankshaft and the speed of the outer ring of the crankshaft damper; and the engine is controlled based on the operating condition of the engine and the compression angle of the spring. The control method of the present application monitors the speed of the engine crankshaft and the first motor in real time, dynamically controls the engine in combination with the operating condition, effectively reduces the spring compression angle, and to a certain extent avoids spring coiling and damper damage caused by excessive torque in the 48V mild hybrid system, thereby improving the reliability and durability of the engine and reducing maintenance costs and vehicle use costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of a 48V mild hybrid system for an engine according to some embodiments of the present application; Figure 2 Schematic diagram of the structure of a crankshaft vibration damper according to some embodiments of the present application; Figure 3 is a flowchart of a vehicle control method according to some embodiments of the present application; Figure 4 Schematic diagram of the structure of a crankshaft vibration damper according to some other embodiments of the present application; Figure 5 is a flowchart of a vehicle control method according to some other embodiments of the present application; Figure 6 is a block diagram of a control device for a vehicle according to some embodiments of the present application; Figure 7 is a block diagram of a vehicle according to some embodiments of the present application. DETAILED DESCRIPTION

[0019] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0020] The vehicle and its control method and device according to the embodiment of the present application are described in detail below with reference to the accompanying drawings.

[0021] In some embodiments, reference Figure 1 The engine's 48V mild hybrid system includes a crankshaft damper 1, an engine crankshaft 2, a first motor pulley 3, a belt 4, and a bolt 5. The crankshaft damper 1 is fixed to the engine crankshaft 2 via bolts 5, and the crankshaft damper 1 and the first motor pulley 3 are driven by belt 4.

[0022] Reference Figure 2 The crankshaft damper 1 includes an outer ring 10, an inner ring 12, and a spring 11 connecting the outer ring 10 and the inner ring 12. The outer ring 10 and the inner ring 12 are connected and driven by the spring 11. That is, when the outer ring 10 and the inner ring 12 of the crankshaft damper are relatively displaced, the spring 11 will be compressed by a certain angle.

[0023] From the above structure, it can be seen that the rotation speed of the outer ring 10 of the crankshaft vibration damper is related to the rotation speed of the 48V gear train, and the rotation speed of the inner ring 12 of the crankshaft vibration damper is the same as the rotation speed of the engine crankshaft 2.

[0024] In addition, when the engine is in the 12V motor starting condition or rapid acceleration condition, the engine will instantly output a large torque to the 48V gear train, causing the spring 11 in the 48V gear train to coil, resulting in excessive instantaneous torque and damage to the spring 11 or crankshaft damper.

[0025] Based on this, the present application determines the speed difference between the outer ring 10 of the crankshaft damper and the inner ring 12 of the damper by detecting the speed of the vehicle's engine crankshaft 2 and the speed of the first motor, determines the compression angle of the spring 11 according to the speed difference, and controls the engine based on the compression angle of the spring 11 when the engine is in a 12V motor starting condition or a rapid acceleration condition to reduce the compression angle of the spring 11, thereby avoiding the problem of damage to the spring 11 or the crankshaft damper to a certain extent.

[0026] It should be noted that the present application is also applicable to non-48V systems in which the front-end gear train inertia is relatively large and is connected to the engine via a spring.

[0027] Figure 3 FIG. 1 is a flow chart of a vehicle control method according to some embodiments of the present application. Figure 3 The vehicle control method of the embodiment of the present application may include the following steps: S110 , obtaining the rotational speed of the engine crankshaft 2 of the vehicle, the rotational speed of the first motor, and the operating condition of the engine.

[0028] Specifically, the speed of the vehicle's engine crankshaft 2 can be detected and obtained by a position sensor installed on the crankshaft. The first motor can be a 48V motor, and the speed of the first motor can be detected and obtained by a speed sensor installed on the first motor's rotating shaft. The engine's operating condition can be determined by detecting the fuel injection signal. For example, if a significant increase in the injection pulse width and a low coolant temperature are detected, the engine can be determined to be in a starting condition; if a rapid increase in both the injection pulse width and the injection frequency are detected, the engine can be determined to be in a rapid acceleration condition; if a short injection pulse width and a stable and low injection frequency are detected, the engine can be determined to be in an idling condition; if a long injection pulse width and a high injection frequency are detected, the engine can be determined to be in a high-load condition.

[0029] It should be noted that there is no specific restriction on the method of obtaining the rotational speed of the vehicle's engine crankshaft, the rotational speed of the first motor and the operating condition of the engine.

[0030] S120 , determining the rotational speed of the crankshaft damper outer ring 10 according to the rotational speed of the first motor and the speed relationship between the crankshaft damper and the first motor.

[0031] Specifically, after the rotational speed of the first motor is determined, the rotational speed of the crankshaft damper outer ring 10 can be determined according to the functional relationship between the rotational speed of the first motor and the rotational speed of the crankshaft damper.

[0032] S130 , determining the compression angle of the spring 11 according to the rotation speed of the engine crankshaft 2 and the rotation speed of the crankshaft damper outer ring 10 .

[0033] Specifically, after determining the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10, the compression angle of the spring 11 can be determined by looking up a three-dimensional relationship mapping table between the rotational speed of the engine crankshaft 2, the rotational speed of the crankshaft vibration damper outer ring 10 and the compression angle of the spring 11, wherein the three-dimensional relationship mapping table includes multiple combinations of the rotational speed of the engine crankshaft 2-the rotational speed of the crankshaft vibration damper outer ring 10 and the compression angle of the spring 11 corresponding to each combination; the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10 can also be input into a preset formula to calculate the compression angle of the spring 11; the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10 can also be used as inputs of a preset model to output the compression angle of the spring 11.

[0034] S140 , controlling the engine according to the operating conditions of the engine and the compression angle of the spring 11 .

[0035] Specifically, when the engine is determined to be in a starting condition or a rapid acceleration condition, the engine will instantly output a large torque to the 48V gear train, causing the spring 11 in the 48V gear train to coil, resulting in excessive instantaneous torque and damage to the spring 11 or the crankshaft damper 1. Therefore, in these two conditions, if the obtained compression angle of the spring 11 is relatively large, the engine is controlled to reduce the compression angle of the spring 11, thereby avoiding damage to the spring 11 or the crankshaft damper 1 to a certain extent.

[0036] The control method of the present application monitors the rotational speed of the engine crankshaft and the first motor in real time, controls the engine dynamically in combination with the operating conditions, effectively reduces the spring compression angle, and to a certain extent avoids spring coiling and shock absorber damage caused by excessive torque in the 48V mild hybrid system, thereby improving the reliability and durability of the engine and reducing maintenance costs and vehicle use costs.

[0037] In some embodiments, the vehicle includes a second motor that controls the engine based on the engine's operating conditions and the compression angle of spring 11, including: when the engine is in the second motor-started engine condition and the compression angle of spring 11 is greater than or equal to a preset spring angle threshold, controlling the engine to stop ignition of the next cylinder until the compression angle of spring 11 is less than the preset spring angle threshold. The preset spring angle threshold can be calibrated based on actual conditions and can be the design limit angle of spring 11, which is not specifically limited herein.

[0038] Specifically, the second motor can be a 12V motor. When it is detected that the engine is in the second motor starting engine working condition, the compression angle of the spring 11 can be compared with the preset spring angle threshold to determine whether to control the engine.

[0039] For example, if the compression angle of the spring 11 is less than the preset spring angle threshold, the engine is controlled to ignite normally; if the compression angle of the spring 11 is greater than or equal to the preset spring angle threshold, the engine is controlled to stop igniting the next cylinder until the compression angle of the spring 11 is less than the preset spring angle threshold, and the engine is controlled to ignite normally again.

[0040] In some embodiments, the engine is controlled according to the engine operating conditions and the compression angle of the spring 11, including: when the engine is in a rapid acceleration condition and the compression angle of the spring 11 is greater than or equal to a preset spring angle threshold, adjusting the engine ignition angle until the compression angle of the spring 11 is less than the preset spring angle threshold.

[0041] In some embodiments, adjusting the engine ignition angle includes retarding the engine ignition angle by a preset integer multiple. The preset integer multiple can be determined based on actual conditions, for example, the preset integer multiple can be an integer multiple of 2°, and is not specifically limited here.

[0042] Specifically, when it is detected that the engine is in a rapid acceleration condition, the compression angle of the spring 11 can be compared with a preset spring angle threshold to determine whether to control the engine.

[0043] For example, if the compression angle of the spring 11 is less than the preset spring angle threshold, the engine is controlled to ignite normally at the preset engine ignition angle; if the compression angle of the spring 11 is greater than or equal to the preset spring angle threshold, the engine ignition angle is adjusted to delay the engine ignition angle by a preset integer multiple and reduce the engine excitation until the compression angle is less than the preset spring angle threshold, and the engine is controlled to ignite normally at the preset engine ignition angle.

[0044] In some embodiments, the compression angle of the spring 11 is determined according to the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft damper outer ring 10, including: determining the compression displacement of the spring 11 according to the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft damper outer ring 10; and determining the compression angle of the spring 11 based on the ratio of the compression displacement to the installation radius of the spring 11.

[0045] Specifically, after determining the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10, the compression displacement of the spring 11 can be determined by looking up a three-dimensional relationship mapping table between the rotational speed of the engine crankshaft 2, the rotational speed of the crankshaft vibration damper outer ring 10 and the compression displacement of the spring 11, wherein the three-dimensional relationship mapping table includes multiple combinations of the rotational speed of the engine crankshaft 2-the rotational speed of the crankshaft vibration damper outer ring 10 and the compression displacement of the spring 11 corresponding to each combination; the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10 can also be input into a preset formula to calculate the compression displacement of the spring 11; the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft vibration damper outer ring 10 can also be used as inputs of a preset model to output the compression displacement of the spring 11.

[0046] After determining the compression displacement of the spring 11, the ratio of the compression displacement to the installation radius of the spring 11 is calculated. This ratio is the compression angle of the spring 11. Figure 4 shown.

[0047] In some embodiments, the compression displacement of the spring 11 is determined based on the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft damper outer ring 10, including: determining the rotational speed difference based on the difference between the rotational speed of the engine crankshaft 2 and the rotational speed of the crankshaft damper outer ring 10; determining the angular displacement difference between the crankshaft damper outer ring 10 and the crankshaft damper inner ring 12 based on the rotational speed difference; and determining the compression displacement of the spring 11 based on the product of the average radius of the crankshaft damper outer ring 10 and the crankshaft damper inner ring 12 and the angular displacement difference.

[0048] Specifically, the speed of the engine crankshaft 2 and the speed of the crankshaft damper outer ring 10 are measured and the difference between them is calculated. This speed difference causes an angular displacement between the outer ring 10 and the inner ring 12 of the crankshaft damper. Within a certain time t, the angular displacement difference Δθ corresponding to the speed difference Δn can be calculated using the following formula: Δθ=Δn×t×2π / 60 Here, 2π / 60 is the coefficient for converting the rotational speed (unit: r / min) to the angular velocity (unit: rad / s).

[0049] The compression displacement of the spring 11 is related to the angular displacement difference and the average radius of the inner and outer rings. Assuming that the average radius of the outer ring 10 and the inner ring 12 of the crankshaft damper is r, the compression displacement Δs of the spring can be determined based on the product of the angular displacement difference Δθ and the average radius r.

[0050] In some embodiments, the rotational speed of the crankshaft damper outer ring 10 is determined based on the rotational speed of the first motor and the speed relationship between the crankshaft damper and the first motor, including: determining the speed ratio between the rotational speed of the first motor and the rotational speed of the crankshaft damper outer ring 10 based on the speed relationship; determining the rotational speed of the crankshaft damper outer ring 10 based on the product of the rotational speed of the first motor and the speed ratio.

[0051] Specifically, after determining the speed of the first motor, the speed ratio between the speed of the first motor and the speed of the crankshaft damper outer ring 10 can be queried through the ECU, and the product of the speed of the first motor and the speed ratio can be calculated to determine the speed of the crankshaft damper outer ring 10.

[0052] As a specific example, see Figure 5 The vehicle control method of the embodiment of the present application may further include the following steps: S201: When the engine is running, the control unit monitors the crankshaft speed of the engine and the speed of the first motor.

[0053] S202: Determine the rotational speed of the outer ring of the crankshaft vibration damper according to a speed ratio between the rotational speed of the first motor and the rotational speed of the outer ring of the crankshaft vibration damper.

[0054] S203: Determine the compression displacement of the spring according to the rotation speed of the engine crankshaft and the rotation speed of the outer ring of the crankshaft vibration damper.

[0055] S204: Determine the compression angle of the spring according to the compression displacement of the spring and the installation radius of the spring.

[0056] S205: Determine whether the compression angle of the spring is greater than or equal to a preset spring rotation angle threshold. If yes, execute S206; otherwise, execute S201.

[0057] S206: Determine whether the second motor is in the starting state. If yes, execute S209; otherwise, execute S207.

[0058] S207: Determine whether the engine is in a rapid acceleration state. If yes, execute S208; otherwise, execute S201.

[0059] S208, delaying the engine ignition angle.

[0060] S209, stop ignition of the next cylinder.

[0061] S210: Determine whether the compression angle of the spring is less than a preset spring rotation angle threshold. If so, execute S211. Otherwise, execute S205.

[0062] S211, the engine is running normally.

[0063] To summarize, the present application determines the speed difference between the outer ring of the crankshaft damper and the inner ring of the damper by detecting the speed of the vehicle's engine crankshaft and the speed of the first motor, determines the compression angle of the spring according to the speed difference, and controls the engine based on the compression angle of the spring when the engine is in a 12V motor starting condition or a rapid acceleration condition to reduce the spring compression angle, thereby avoiding the problem of damage to the spring or crankshaft damper to a certain extent, thereby improving the reliability and durability of the engine and reducing maintenance costs and vehicle use costs.

[0064] Corresponding to the above embodiments, the present application also proposes a vehicle control device.

[0065] In some embodiments, the vehicle includes a first electric machine. Figure 6 The vehicle control device 300 includes: an acquisition module 310, a first determination module 320, a second determination module 330 and a control module 340.

[0066] The acquisition module 310 is configured to obtain the vehicle's engine crankshaft speed, the speed of the first motor, and the engine's operating conditions. The first determination module 320 is configured to determine the speed of the crankshaft damper outer ring based on the speed of the first motor and the speed relationship between the crankshaft damper and the first motor. The second determination module 330 is configured to determine the spring compression angle based on the engine crankshaft speed and the speed of the crankshaft damper outer ring. The control module 340 is configured to control the engine based on the engine's operating conditions and the spring compression angle.

[0067] According to one embodiment of the present application, the vehicle includes a second motor, and the control module 340 is specifically used to control the engine to stop igniting the next cylinder until the compression angle of the spring is less than the preset spring angle threshold when the engine is in the second motor starting engine working condition and the compression angle of the spring is greater than or equal to the preset spring angle threshold.

[0068] According to one embodiment of the present application, the control module 340 is also used to adjust the engine ignition angle until the compression angle of the spring is less than the preset spring angle threshold when the engine is in a rapid acceleration condition and the compression angle of the spring is greater than or equal to a preset spring angle threshold.

[0069] According to one embodiment of the present application, the control module 340 is further configured to delay the engine ignition angle by a preset integer multiple.

[0070] According to one embodiment of the present application, the second determination module 330 is specifically used to determine the compression displacement of the spring based on the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft damper; and determine the compression angle of the spring based on the ratio of the compression displacement to the installation radius of the spring.

[0071] According to one embodiment of the present application, the second determination module 330 is further used to determine the speed difference based on the difference between the speed of the engine crankshaft and the speed of the outer ring of the crankshaft vibration damper; determine the angular displacement difference between the outer ring of the crankshaft vibration damper and the inner ring of the crankshaft vibration damper based on the speed difference; and determine the compression displacement of the spring based on the product of the average radius of the outer ring of the crankshaft vibration damper and the inner ring of the crankshaft vibration damper and the angular displacement difference.

[0072] According to one embodiment of the present application, the first determination module 320 is specifically used to determine the speed ratio between the rotational speed of the first motor and the rotational speed of the crankshaft damper based on the speed relationship; and determine the rotational speed of the outer ring of the crankshaft damper based on the product of the rotational speed of the first motor and the speed ratio.

[0073] It should be pointed out that the above-mentioned explanation of the embodiments and beneficial effects of the vehicle control method is also applicable to the vehicle control device of the embodiment of the present application. To avoid redundancy, it will not be elaborated here.

[0074] Corresponding to the above embodiment, the present application also proposes a computer-readable storage medium.

[0075] The computer-readable storage medium of the present application stores a vehicle control program thereon, and when the vehicle control program is executed by a processor, the aforementioned vehicle control method is implemented.

[0076] It should be pointed out that the above-mentioned explanation of the embodiments and beneficial effects of the vehicle control method is also applicable to the computer-readable storage medium of the embodiments of the present application. To avoid redundancy, they are not elaborated here.

[0077] Corresponding to the above embodiments, the present application also proposes a vehicle.

[0078] See also Figure 7 As shown, the vehicle 400 of the present application includes a memory 410, a processor 420, and a vehicle control program stored in the memory 410 and executable on the processor 420. When the processor executes the vehicle control program, the aforementioned vehicle control method is implemented.

[0079] It should be pointed out that the above-mentioned explanation of the embodiments and beneficial effects of the vehicle control method are also applicable to the vehicles of the embodiments of the present application. To avoid redundancy, they will not be elaborated here.

[0080] It should be noted that the logic and / or steps represented in flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic device), a portable computer disk cartridge (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and programmable read-only memory (EPROM or flash memory), fiber optic devices, and a portable compact disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0081] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0082] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0083] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0084] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0085] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a first electric machine, and the method includes: Obtaining the speed of the engine crankshaft of the vehicle, the speed of the first motor, and the operating condition of the engine; determining a rotational speed of an outer ring of the crankshaft vibration damper according to a rotational speed of the first motor and a speed relationship between the crankshaft vibration damper and the first motor; determining a compression angle of the spring according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper; The engine is controlled according to the operating condition of the engine and the compression angle of the spring.

2. The vehicle control method according to claim 1, characterized in that: The vehicle includes a second motor that controls the engine according to an operating condition of the engine and a compression angle of the spring, including: When the engine is in the second motor-started engine operating condition and the compression angle of the spring is greater than or equal to a preset spring angle threshold, the engine is controlled to stop ignition of the next cylinder until the compression angle of the spring is less than the preset spring angle threshold.

3. The vehicle control method according to claim 1, characterized in that: The engine is controlled according to the operating condition of the engine and the compression angle of the spring, including: When the engine is in a rapid acceleration condition and the compression angle of the spring is greater than or equal to a preset spring rotation angle threshold, the engine ignition angle is adjusted until the compression angle of the spring is less than the preset spring rotation angle threshold.

4. The vehicle control method according to claim 3, characterized in that: The adjusting of the engine ignition angle comprises: The engine ignition angle is retarded by a preset integer multiple.

5. The vehicle control method according to claim 1, characterized in that: Determining a compression angle of a spring according to a rotational speed of the engine crankshaft and a rotational speed of an outer ring of the crankshaft vibration damper comprises: determining the compression displacement of the spring according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft vibration damper; The compression angle of the spring is determined based on the ratio of the compression displacement to the installation radius of the spring.

6. The vehicle control method according to claim 1 or 5, characterized in that: Determining the compression displacement of the spring according to the rotational speed of the engine crankshaft and the rotational speed of the outer ring of the crankshaft damper includes: determining a speed difference based on a difference between a speed of the engine crankshaft and a speed of an outer ring of the crankshaft damper; determining an angular displacement difference between an outer ring of a crankshaft vibration damper and an inner ring of a crankshaft vibration damper based on the speed difference; The compression displacement of the spring is determined based on the product of the average radius of the crankshaft damper outer ring and the crankshaft damper inner ring and the angular displacement difference.

7. The vehicle control method according to claim 1, characterized in that: Determining the rotational speed of the outer ring of the crankshaft vibration damper according to the rotational speed of the first motor and the speed relationship between the crankshaft vibration damper and the first motor includes: determining a speed ratio between a rotational speed of the first motor and a rotational speed of the crankshaft damper based on the speed relationship; The rotational speed of the outer ring of the crankshaft damper is determined based on the product of the rotational speed of the first motor and the speed ratio.

8. A vehicle control device, characterized in that: The vehicle includes a first electric machine, the apparatus comprising: an acquisition module, configured to acquire the rotational speed of the engine crankshaft of the vehicle, the rotational speed of the first motor, and the operating condition of the engine; a first determining module, configured to determine a rotational speed of an outer ring of the crankshaft vibration damper according to a rotational speed of the first motor and a speed relationship between the crankshaft vibration damper and the first motor; a second determining module, configured to determine a compression angle of a spring according to a rotational speed of the engine crankshaft and a rotational speed of an outer ring of the crankshaft damper; A control module is used to control the engine according to the operating conditions of the engine and the compression angle of the spring.

9. A computer-readable storage medium, characterized in that A vehicle control program is stored thereon, and when the vehicle control program is executed by a processor, a vehicle control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle control method comprises a memory, a processor, and a vehicle control program stored in the memory and executable on the processor. When the processor executes the vehicle control program, the vehicle control method according to any one of claims 1 to 7 is implemented.

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